WO2014102869A1 - Electric vehicle - Google Patents
Electric vehicle Download PDFInfo
- Publication number
- WO2014102869A1 WO2014102869A1 PCT/JP2012/008375 JP2012008375W WO2014102869A1 WO 2014102869 A1 WO2014102869 A1 WO 2014102869A1 JP 2012008375 W JP2012008375 W JP 2012008375W WO 2014102869 A1 WO2014102869 A1 WO 2014102869A1
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- WO
- WIPO (PCT)
- Prior art keywords
- control
- shift
- gear
- electric motor
- engagement
- Prior art date
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
- B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
- B60L15/2054—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed by controlling transmissions or clutches
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- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
- B60L15/02—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles characterised by the form of the current used in the control circuit
- B60L15/08—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles characterised by the form of the current used in the control circuit using pulses
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- B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
- B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
- B60L15/2009—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed for braking
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- B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
- B60L50/51—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells characterised by AC-motors
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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- F16H—GEARING
- F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
- F16H63/40—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism comprising signals other than signals for actuating the final output mechanisms
- F16H63/50—Signals to an engine or motor
- F16H63/502—Signals to an engine or motor for smoothing gear shifts
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- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
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- B60L2240/00—Control parameters of input or output; Target parameters
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- B60L2240/00—Control parameters of input or output; Target parameters
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- B62K—CYCLES; CYCLE FRAMES; CYCLE STEERING DEVICES; RIDER-OPERATED TERMINAL CONTROLS SPECIALLY ADAPTED FOR CYCLES; CYCLE AXLE SUSPENSIONS; CYCLE SIDE-CARS, FORECARS, OR THE LIKE
- B62K2204/00—Adaptations for driving cycles by electric motor
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- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/04—Smoothing ratio shift
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Definitions
- the present invention relates to an electric vehicle that transmits torque generated by an electric motor to driving wheels via a transmission, and drives the driving wheels by the transmitted torque.
- Patent Document 1 There is an electric vehicle equipped with a transmission, for example, an electric vehicle as disclosed in Patent Document 1 is known.
- a clutch is interposed between the electric motor and the manual transmission, and when the clutch is disconnected, the rotational speed of the electric motor is controlled by controlling the rotational speed of the electric motor. Is adjusted to the rotational speed of the clutch disc on the drive wheel side.
- ⁇ Shifting operation may be performed without disconnecting the clutch.
- the rotational speed control of the electric motor is not performed in the speed change operation.
- the engagement mechanism (dock) and the transmission gear train that are engaged with each other are pressed against each other, and the engagement mechanism cannot be easily removed from the transmission gear train. For this reason, it is difficult to release the engagement, and the shifting operation may not be smoothly performed.
- an object of the present invention is to provide an electric vehicle capable of smoothly performing a shift operation while suppressing a shift shock regardless of an operation of cutting off a power transmission path connecting the electric motor and the transmission gear train.
- the electric vehicle has an electric motor that generates torque for rotating driving wheels, and a rotation ratio that is switched according to a driver switching command, and the torque of the electric motor is transmitted to the driving wheels at the switched rotation ratio.
- a power transmission state that is selectively engageable with any one of the above, and engages with any one of the transmission gear trains to transmit power between the input shaft and the output shaft; And all of the plurality of transmission gear trains.
- An engagement mechanism capable of switching between a power cut-off state that interrupts power transmission between the input shaft and the output shaft without switching from the power transmission state to the power cut-off state by the switching command.
- the rotation ratio is switched by returning to the power transmission state by engaging the engagement mechanism with another transmission gear train selected after switching, and the control device detects the switching command
- the operation of the electric motor is controlled in order to easily disengage the engagement mechanism from the transmission gear train when switching from the power transmission state to the power cutting state.
- the engagement mechanism is configured to change the rotation speed of the other transmission gear train to facilitate engagement with the other transmission gear. Together And executes a second control for controlling the operation of the electric motor to approach the rotational speed of the structure.
- the engagement mechanism is easily disengaged from the transmission gear train in the first control, and the engagement mechanism is easily engaged with the transmission gear train in the second control.
- the power transmission path for transmitting power from the electric motor to the drive wheels it is possible to smoothly perform the speed change operation while suppressing the shift shock regardless of the operation for shutting off the electric motor and the transmission gear.
- the switching command detection device detects whether the switching command is a downshift command or a upshift command, and the control device detects whether the switching command is a downshift command by the switching command detection device.
- the operation of the electric motor is controlled, and the switching command is detected by the switching command detection device as a shift-up command.
- the operation of the electric motor may be configured to reduce the rotation speed of the input shaft in the second control so that the rotational speed of the input shaft is decreased compared to when the switching command is input.
- the rotation speed of the engagement mechanism can be brought close to the rotation speed of the transmission gear train to be engaged after the shift, and when any of the shift-down command and the shift-up command is input, A shift shock at the time of engagement can be suppressed.
- the transmission includes an engagement state detection device that detects whether the transmission gear train and the engagement mechanism are engaged, and the control device detects the engagement state in the first control.
- the process proceeds to the second control, and when the engagement state is detected by the engagement state detection device in the second control, the second control is terminated. May be.
- control device may shift to the second control when a predetermined transition time elapses in the first control.
- the first control can be prevented from being performed continuously.
- the first control and the second control may be ended when a predetermined end time has elapsed in the first control and the second control.
- the shift control can be prevented from continuing without being completed.
- the shift control method for an electric vehicle is a shift control method for an electric vehicle including a constantly meshing transmission, and includes a switching determination step for determining a shift switching command by a driver, and the switching determination step in the switching determination step. If it is determined that there has been a shift switching command, a first control step of controlling the operation of the motor to reduce the torque of the motor before the shift switching command, and an operation of the motor after the first control step. And the second control step of making the rotation speed of the dog approach the rotation speed of the transmission gear to be meshed after shifting.
- the gear shifting shock is suppressed and the gear shifting operation is smoothly performed regardless of the operation of shutting off the electric motor and the transmission gear. be able to.
- a shift operation can be smoothly performed while suppressing a shift shock regardless of an operation of cutting off a power transmission path connecting the electric motor and the transmission gear train.
- FIG. 1 is a right side view showing an electric motorcycle according to an embodiment of the present invention. It is a schematic diagram showing a power transmission system of an electric motorcycle. It is an expanded view which shows a shift drum. It is an enlarged view which shows the engagement state of a dog gear and an output side gearwheel. It is a block diagram which shows ECU and its input / output. It is a flowchart which shows the control at the time of the upshift by ECU. It is a graph which shows an example of the change of the rotation angle and motor torque of a shift drum at the time of gear shifting.
- an electric motorcycle 1 according to an embodiment of the present invention will be described with reference to the drawings.
- the direction concept used in the following description is based on the direction seen by the rider riding the motorcycle 1, but is used for the sake of explanation, and the direction of the configuration of the invention is the direction. It is not limited to.
- the electric motorcycle 1 described below is only one embodiment of the present invention. Therefore, the present invention is not limited to the embodiments, and additions, deletions, and changes can be made without departing from the spirit of the invention.
- the electric motorcycle 1 includes a front wheel 2 that is a driven wheel and a rear wheel 3 that is a drive wheel.
- the front wheel 2 is rotatably supported at the lower end portion of the front fork 4, and the upper portion of the front fork 4 is supported by a steering shaft (not shown) via a pair of upper and lower brackets 4a and 4b.
- the steering shaft is rotatably supported while being inserted into the head pipe 5 on the vehicle body side, and a bar-type handle 6 extending left and right is attached to the upper bracket 4b.
- An accelerator grip 7 that is gripped by the right hand of the driver and rotated by twisting of the wrist is provided on the right side of the handle 6, and a brake operator 8 (brake lever) is provided on the front side of the accelerator grip 7.
- a power unit 10, a battery 11, and an inverter 12 are supported on the body frame 9 of the electric motorcycle 1.
- a front portion of a swing arm 14 that supports the rear wheel 3 is swingably supported at the rear portion of the vehicle body frame 9.
- a rear suspension 15 is interposed between the intermediate portion of the swing arm 14 and the vehicle body frame 9.
- a seat 16 on which the driver rides is disposed above the swing arm 14, and the seat 16 is supported by a seat rail (not shown) connected to the vehicle body frame 9.
- a dummy tank 17 is provided in front of the seat 16 so that the driver can hold it between his knees.
- the electric motor 18 and the manual transmission 19 are accommodated in the case 10a of the power unit 10.
- the electric motor 18 is connected to the battery 11 via the inverter 12, and generates a torque for rotating the rear wheel 3 by the electric power supplied from the battery 11.
- the inverter 12 is connected to an ECU 20 described later.
- the ECU 20 is provided below the dummy tank 17.
- the ECU 20 controls the operation of the inverter 12 according to the accelerator operation amount of the accelerator grip 7 and causes the electric motor 18 to generate torque according to the accelerator operation amount.
- the manual transmission 19 is configured to be able to switch the rotation ratio as described later, and is configured to transmit the torque of the electric motor 18 to the rear wheel 3 at the switched rotation ratio.
- a power transmission system from the electric motor 18 to the drive wheels 3 will be described with reference to FIG.
- the output shaft 18a of the electric motor 18 is connected to the input shaft 31 of the manual transmission 19 via a motor-side power transmission mechanism 32 (for example, a pulley / belt mechanism, a gear, or a chain).
- the torque of the electric motor 18 is transmitted to the input shaft 31.
- the input shaft 31 is provided with a plurality of sets of gear trains 39 having different rotation ratios.
- the plurality of sets of gear trains 39 are provided so as to pass between the input shaft 31 and the output shaft 34 provided in parallel therewith, and the torque of the input shaft 31 is transmitted to the output shaft 34. .
- a wheel-side power transmission mechanism for example, a chain / sprocket mechanism or a drive shaft mechanism (not shown) is provided at the end of the output shaft 34, and the torque transmitted to the output shaft 34 is transmitted through this mechanism. It is transmitted to the wheel 3. As a result, the rear wheel 3 rotates in conjunction with the output shaft 34.
- Each gear train 39 has an input side gear 39a and an output side gear 39b.
- the input side gear 39 a is fixed to the input shaft 31 and rotates integrally with the input shaft 31.
- the input side gear 39a always meshes with the output side gear 39b, and the output side gear 39b is externally mounted on the output shaft 34 so as to be relatively rotatable.
- the manual transmission 19 which is a constant mesh transmission is provided with a gear shifter 38.
- the gear shifter 38 which is an engagement mechanism, is associated with a selected one of the plurality of output side gears 39b in conjunction with a shift operation of a shift pedal 30 (see FIG. 1) provided near the left foot of the electric motorcycle 1.
- a shift pedal 30 see FIG. 1
- the manual transmission 19 can switch the gear train 39 that transmits power between the input shaft 31 and the output shaft 34 by operating the shift pedal 30, that is, the gear position can be switched. .
- the gear shifter 38 includes a shift drum 37, a shift fork 36, and a plurality of dog gears 35.
- the shift drum 37 is formed in a substantially cylindrical shape, and a plurality of grooves 37a (three grooves 37a in the present embodiment) extending in the circumferential direction are formed on the outer peripheral surface thereof.
- a shift fork 36 is inserted into each of these three grooves 37a in a state in which the tip side portion protrudes.
- the shift drum 37 is rotated, the shift fork 36 moves according to the shape of the groove 37a.
- the shift fork 36 moves, the shift fork 36 moves in the axial direction along the output shaft 34. Further, the tip side portion of the shift fork 36 is fitted into the dog gear 35.
- the dog gear 35 (also referred to as a dog clutch) is provided on the output shaft 34 in a one-to-one correspondence with each output gear 39b.
- the dog gear 35 is externally mounted on the output shaft 34 so as to rotate integrally with the output shaft 34 and slide in the axial direction with respect to the output shaft 34. That is, the dog gear 35 is configured to be fixed to the output shaft 34 in the coaxial rotation direction and slidable in the axial direction with respect to the output shaft 34.
- the dog gear 35 configured in this way moves along the output shaft 34 together with the shift fork 36, and the shift fork 36 moves toward the corresponding output side gear 39b, so that the output side It engages with the gear 39b.
- FIG. 4A is an enlarged view showing a state where the engagement piece of the dog gear and the output side gear are engaged in the forward direction
- FIG. 4B is an engagement of the engagement piece of the dog gear and the output side gear. It is an enlarged view which shows the state which separated from the piece in the rotation direction
- (c) is an enlarged view which shows the state which the engagement piece and output side gearwheel of a dog gear are engaging in the reverse direction.
- the dog gear 35 has a main surface that is an end surface in the axial direction opposed to a main surface that is an end surface in the axial direction of the output side gear 39b, and the shift fork 36 moves along the output shaft 34, thereby The main surfaces of the gear 39b come into contact with each other.
- the dog gear 35 and the output side gear 39b have a plurality of engaging pieces 35a and 39c on their main surfaces, respectively.
- the engaging pieces 35a and 39c are arranged in the circumferential direction. Are arranged at the same interval.
- an engagement groove 39d is formed between adjacent engagement pieces 39c in the output side gear 39b, and the main surface of the dog gear 35 and the output side gear 39b is moved by the shift fork 36 moving along the output shaft 34. Is engaged, the engagement piece 35a of the dog gear 35 is engaged with the engagement groove 39d with play (see, for example, FIG. 4A).
- the engaged output side gear 39 b rotates integrally with the output shaft 34, and the torque of the input shaft 31 is applied to the output shaft 34 via the gear train 39. Transmitted (power transmission state).
- the dog gear 35 is disengaged from the output side gear 39b and the engagement is released.
- the output side gear 39b freely rotates with respect to the output shaft 34, and the transmission of torque is interrupted between the input shaft 31 and the output shaft 34 (power cut state).
- the manual transmission 19 is a so-called non-synchronous transmission, and when the dog gear 35 and the output side gear 39b are engaged with each other when the dog gear 35 and the output side gear 39b are engaged, the output of the manual transmission 19 is different from that of the dog gear 35.
- the side gear 39b cannot be engaged.
- the state of the dog gear 35 can be switched between the engaged state and the non-engaged state by rotating the shift drum 37 and moving the shift fork 36. That is, the manual transmission 19 can switch the state between the power transmission state and the power cut state.
- the manual transmission 19 configured as described above, when the shift drum 37 is rotated, the shift fork 36 sequentially moves along the groove 37a, so that the dog gears 35 are sequentially disengaged from the corresponding output side gears 39b. It is like that.
- the shift drum 37 that sequentially moves the shift fork 36 will be described in more detail.
- the shift drum 37 is connected to a shift pedal 30 that is swingable.
- the shift drum 37 is configured to rotate in conjunction with a shift operation of the shift pedal 30 by the driver. For example, when a shift operation that swings the shift pedal 30 in one predetermined direction (that is, a shift-up operation) is performed, the shift drum 37 is angularly displaced in the shift-up direction, and the shift pedal 30 is swung in the other predetermined direction. When a speed change operation (that is, a downshift operation) is performed, the shift drum 37 is angularly displaced in the direction opposite to the upshift direction, that is, the downshift direction.
- a shift operation that swings the shift pedal 30 in one predetermined direction that is, a shift-up operation
- a speed change operation that is, a downshift operation
- the manual transmission 19 is a so-called sequential transmission, and is capable of switching the gear position in order when a gear shifting operation is performed.
- the shift drum 37 has a first gear corresponding to the gear position.
- the sixth drum angular position (first to sixth speeds) is set in order in the upshift direction.
- a neutral position is set between the first drum angular position and the second drum angular position.
- the engaged dog gear 35 is disengaged from the output side gear 39b when the shift drum 37 is angularly displaced from the drum angular position, and the engagement between all the dog gears 35 and the output side gear 39b is released. Further, when the shift drum 37 is angularly displaced to reach the adjacent drum angle position, the dog gear 35 and the output side gear 39b corresponding to the drum angle position are engaged.
- the shift drum 37 is angularly displaced to a desired drum angular position by a shift operation (that is, a switching command) of the shift pedal 30 by the driver. Then, only the shift fork 36 corresponding to the desired drum angle position is guided by the groove 37a and slides along the output shaft 34, and the dog gear 35 corresponding to the desired drum angle position is engaged with the corresponding output side gear 39b. Match. Thereby, it will be in the power transmission state in which a torque is transmitted between the input shaft 31 and the output shaft 34, and the torque transmission between the input shaft 31 and the output shaft 34 can be performed with the selected rotation ratio. In this way, the dog gear 35 can be selectively engaged with any one of the plurality of gear trains 39.
- the electric motorcycle 1 having such a configuration includes a shift drum potentiometer 21, a motor rotation number sensor 22, an output shaft rotation number sensor 23, an accelerator operation amount sensor 24, and a vehicle speed sensor 25.
- the shift drum potentiometer 21 is provided in the shift drum 37 and is configured to output a signal for detecting the rotation angle and the rotation direction of the shift drum 37.
- the motor rotation speed sensor 22 is provided on the output shaft 18a of the electric motor 18, and is configured to output a signal for detecting the rotation speed of the output shaft 18a.
- the output shaft rotational speed sensor 23 is provided on the output shaft 34, and is configured to output a signal for detecting the rotational speed of the output shaft 34.
- the accelerator operation amount sensor 24 is provided in the accelerator grip 7 and is configured to output a signal for detecting the accelerator operation amount (that is, the rotation amount) of the accelerator grip 7.
- the vehicle speed sensor 25 is provided on the front wheel 2 and is configured to output a signal for detecting the rotational speed (that is, the vehicle speed) of the front wheel 2.
- the vehicle speed sensor 25 may be provided on the rear wheel 3 so as to detect the rotational speed of the rear wheel 3.
- the ECU 20 serving as a control device and a switching command detection device includes a drum angle detection unit 40, an output shaft rotation speed detection unit 41, a shift position detection unit 42, a shift operation determination unit 43, an engagement determination unit 44, a shift direction detection unit 45, A gear position estimation unit 46, a speed increasing rotation number estimation unit 47, and a motor control unit 48 are provided.
- a signal from the shift drum potentiometer 21 is input to the angle detection unit 40, and the angle detection unit 40 detects the rotation angle (phase angle) of the shift drum 37 based on the signal.
- the output shaft rotational speed detection unit 41 receives a signal from the output shaft rotational speed sensor 23, and the output shaft rotational speed detection unit 41 detects the rotational speed of the output shaft 34 based on this signal. It is like that.
- the gear position detection unit 42 detects the current gear position (gear position) based on the rotation angle detected by the angle detection unit 40. Specifically, the gear position detection unit 42 determines whether or not the detected rotation angle of the shift drum 37 matches the first to sixth drum angle positions, and when it matches any of the drum angle positions. It is determined that the gear position corresponds to the matching drum angle position.
- the shift operation determination unit 43 determines whether or not there is a shift operation by the driver based on the rotation angle detected by the angle detection unit 40. More specifically, in the shift drum 37, dead zones A1 to A6 are set corresponding to the respective shift positions (see FIG. 3). The dead zones A1 to A6 are set to a predetermined angle range centered on each drum angular position, and an angle range in which the shift drum 37 is not determined as a shift operation even if the shift drum 37 is angularly displaced in conjunction with the movement of the shift pedal 30. (That is, play). The shift operation detection unit 42 determines “no shift operation” if the detected rotation angle of the shift drum 37 is within the range of the dead zones A1 to A6, and otherwise determines “shift operation exists”.
- the engagement determination unit 44 determines whether or not the dog gear 35 and the output side gear 39b are engaged based on the rotation angle detected by the angle detection unit 40. More specifically, the shift drum 37 is set with predetermined engagement bands B1 to B6 and non-engagement bands C1 to C5 corresponding to each shift position (see FIG. 3). The engagement bands B1 to B6 are set so as to substantially coincide with the angular range in which any of the dog gears 35 is engaged with the corresponding output gear 39b, and other angular ranges (that is, all the dog gears 35 are The angular range deviating from the corresponding output gear 39b) is set as the non-engagement bands C1 to C5.
- the engagement determination unit 44 determines that the dog gear 35 and the output side gear 39b are in the “engaged state” when the detected rotation angle of the shift drum 37 is within the range of the engagement bands B1 to B6. On the other hand, when the detected rotation angle of the shift drum 37 is within the range of the non-engagement bands C1 to C6, the engagement determination unit 44 indicates that the dog gear 35 and the output side gear 39b are in the “non-engagement state”. Is determined.
- the range of the engagement bands B1 to B6 may be set to the same range at all the shift speeds, but may be set individually according to the characteristics of each shift speed. By individually setting, each shift determination can be performed more accurately.
- the widths of the engagement bands B1 to B6 are set by adopting a fluctuation range generated in the output signal from the potentiometer 21 when shifting to a specific gear position and other characteristics.
- the signal from the shift drum potentiometer 21 is input to the shift direction detection unit 45.
- the signal from the shift drum potentiometer 21 includes information on the rotation direction of the shift drum 37 in addition to the rotation angle of the shift drum 37, and the shift direction detection unit 45 shifts based on the signal from the shift drum potentiometer 21.
- the rotation direction of the drum 37 is detected.
- the shift direction detection unit 45 detects whether the shift operation is an upshift operation or a downshift operation based on the detected rotation direction.
- the shift operation direction detected in this way is input to the gear position estimation unit 46 together with the current gear position detected by the gear position detection unit 42.
- the gear position estimation unit 46 is configured to estimate the gear position to be switched by the gear shifting operation based on the detected shift operation direction and the current gear position. More specifically, the gear position estimation unit 46 estimates that the gear position to be switched is a gear position one higher than the current gear position if the detected shift operation direction is a shift-up operation. On the other hand, if the shift operation direction is downshifting, the gear position estimation unit 46 estimates that the gear position to be switched is one gear position below the current gear position. The gear position estimated in this way is input to the speed increasing rotation number estimating unit 47.
- the speed increasing speed estimation unit 47 includes a speed increasing rotation that the input shaft 31 will rotate when the output shaft 34 that has been cut off from the input shaft 31 is connected to the input shaft 31 via the gear train 39.
- the number is supposed to be estimated.
- the speed increase speed estimation unit 47 increases the speed when the speed of the output shaft 34 detected by the output shaft speed detection unit 41 is increased by the speed ratio of the shift stage estimated by the speed stage estimation unit 46.
- the speed of rotation is estimated.
- the estimated speed increase rotational speed is input to the motor control unit 48.
- the motor controller 48 receives the rotation speed of the output shaft 18a of the electric motor 18 (that is, the rotation speed of the input shaft 31) in addition to the speed increase rotation speed.
- the rotation speed of the output shaft 18a of the electric motor 18 is detected by a motor rotation speed detector 50 provided in the ECU 20.
- a signal from the motor rotation number sensor 22 is input to the motor rotation number detection unit 50, and the motor rotation number detection unit 50 rotates the output shaft 18a of the electric motor 18 based on the signal. The number is to be detected.
- signals from the accelerator operation amount sensor 24 and the vehicle speed sensor 25 are input to the motor control unit 48, and electric power is supplied via the inverter 12 based on these signals and the detected rotational speed of the output shaft 18a.
- the operation of the motor 18 is controlled. Further, the motor control unit 48 calculates the torque or rotation speed of the electric motor 18 to be output based on information input from each component, and outputs the calculated torque or rotation speed via the inverter 12 so that the calculated torque or rotation speed is output. Thus, the operation of the electric motor 18 is controlled.
- the ECU 20 also includes a time determination unit 49 and a torque direction determination unit 51.
- the time determination unit 49 measures the time elapsed when a predetermined condition is satisfied, and determines whether these times exceed a predetermined time (for example, the transition time and the second duration). It has become. Then, the determined result is input to the motor control unit 48.
- the torque direction determination unit 51 detects the direction of torque generated by the electric motor 18 based on the rate of change (increase / decrease rate) in the rotation speed of the output shaft 18a detected by the motor rotation speed detection unit 50. Yes.
- the motor rotation speed detection unit 50 acquires the rotation speed of the output shaft 18a at predetermined time intervals, and when the acquired rotation speed is larger than the rotation speed acquired before, the electric motor 18 It is determined that a positive torque is generated. On the other hand, the motor rotation speed detection unit 50 determines that the electric motor 18 generates torque in the reverse direction when the acquired rotation speed is smaller than the previously acquired rotation speed.
- the forward torque means torque in a direction in which the output shaft 18a is accelerated when the electric motorcycle 1 moves forward
- the reverse torque means torque in the opposite direction.
- the ECU 20 When the ECU 20 configured as described above determines that a shift operation has been performed by the driver based on the output result of the potentiometer, the ECU 20 first releases the engagement between the dog gear 35 and the output side gear 39b. Control (first control) is performed to control the operation so that the dog gear 35 is easily detached from the output side gear 39b. Then, after the engagement is released, the ECU 20 controls the operation of the electric motor 18 so that the dog gear 35 is easily engaged with the output side gear 39b, and the rotational speed of the output side gear 39b is set to the rotational speed of the dog gear 35. Control (second control) is performed so as to be close to.
- the ECU 20 executes such a shift control process so that the shift operation can be performed without interrupting the power transmission between the motor 18 and the manual transmission 19. Shock can be suppressed.
- the procedure of such shift control processing by the ECU 20 will be described with reference to FIGS. 4, 6 and 7.
- step S1 when the electric motorcycle 1 is turned on, the ECU 20 starts a shift control process, and the shift operation determination unit 43 performs a shift operation determination step (step S1). In the operation determination step, the shift operation determination unit 43 determines whether or not there is a shift operation.
- FIGS. 7 (a) and 7 (b) FIGS. 7 (a) and 7 (b).
- FIG. 7A is a graph showing an example of a change in the rotation angle of the shift drum at the time of shifting
- FIG. 7B is a graph showing an example of a change in the torque of the electric motor at the time of shifting.
- the shift operation determining unit 43 determines “there is a shift operation” (see time t1 in FIG. 7A), and a torque determination step (step S2). ) Is performed.
- the torque direction determination unit 51 determines the direction of the output torque of the electric motor 18 (hereinafter referred to as “torque direction”). For example, when the accelerator grip 7 is operated by the driver and the electric motorcycle 1 is accelerating, the rotational speed of the output shaft 18a increases with time, so the torque direction determination unit 51 determines the torque direction as the positive direction. On the other hand, when the driver returns the accelerator grip 7 to the original position and makes the torque of the electric motorcycle 1 zero, the rear wheel 3 decelerates and the rotational speed of the output shaft 18a decreases with time. 51 determines that the torque direction is the reverse direction. When the torque direction is thus determined, the first control step (step S3) is then performed.
- the operation of the electric motor 18 is controlled so that the dog gear 35 is easily detached from the output side gear 39b.
- the motor control unit 48 controls the operation of the electric motor 18 via the inverter 12 so that the output torque of the electric motor 18 is close to zero.
- the motor control unit 48 controls the operation of the electric motor 18 so that the electric motor 18 generates a disengagement torque in a direction opposite to the detected torque direction.
- the motor control unit 48 controls the operation of the electric motor 18 to cause the electric motor 18 to generate a disengagement torque (torque in the reverse direction).
- the engagement piece 35a of the dog gear 35 is separated from the engagement piece 39c of the output side gear 39b (see FIG. 4B).
- the engagement release torque is large, the engagement piece 35a of the dog gear 35 separated from the engagement piece 39c of the output side gear 39b hits the opposite engagement piece 39c (see FIG. 4C).
- the engagement release torque of the electric motor 18 is such that the engagement piece 35a of the dog gear 35 is excessively angularly displaced in the reverse direction and the opposite engagement piece 39c. It has been adjusted so that it will not hit.
- the disengagement torque is set to a predetermined torque for a short time (about 0.1 s) such as an impulse, and after the disengagement torque is generated, the output torque of the electric motor 18 is set to about zero. If it does so, it can suppress that the engagement piece 35a contacts the engagement piece 39c on the opposite side. Further, the engagement release torque as described above may be generated intermittently.
- the magnitude of the disengagement torque may be determined according to the rotation speed of the output shaft 18a of the electric motor 18, and may be constant regardless of the rotation speed.
- the motor control unit 48 controls the operation of the electric motor 18 to cause the electric motor 18 to generate a disengagement torque (positive direction torque).
- the engagement piece 35a of the dog gear 35 is separated from the engagement piece 39c of the output side gear 39b (see FIG. 4B). If the engagement release torque of the electric motor 18 generated here is also large, the engagement piece 35a of the dog gear 35 separated from the output side gear 39b hits the opposite engagement piece 39c (see FIG. 4A).
- step S4 a first engagement determination process
- the engagement determination unit 44 determines whether or not the dog gear 35 and the output side gear 39b are engaged. If the engagement determination unit 44 determines that the dog gear 35 and the output side gear 39b are in the “non-engaged state” (see time t2 in FIG. 7A), then the second control step (step S5) is performed. Is done. On the other hand, when the engagement determination unit 44 determines that the dog gear 35 and the output side gear 39b are in the “engaged state”, the first duration determination step (step S6) is performed. In the first duration determination step, the time determination unit 49 determines whether or not the time that has elapsed since it was determined that there was a shift operation exceeds a predetermined first duration (transition time).
- the first engagement determination step is performed again.
- the motor control unit 48 outputs the dog gear 35 and the output. Regardless of the engagement relationship with the side gear 39b, the first control step is terminated and the second control step (step S5) is performed.
- the motor control unit 48 controls the operation of the electric motor 18 to change the rotation speed of the output gear 39b to the rotation speed of the dog gear 35. Move closer. Specifically, when the second control step starts, first, the gear position estimation unit 46 estimates a gear position to be switched by a gear shift operation. Next, the speed increasing speed estimating unit 47 estimates the speed increasing speed based on the speed detected by the output shaft speed detecting unit 41 and the estimated gear position. Then, the motor control unit 48 controls the operation of the electric motor 18 based on the estimated speed increase speed, and brings the speed of the input shaft 31 close to the speed increase speed.
- the motor control unit 48 After the speed increase speed is estimated, the motor control unit 48 outputs the output shaft based on the signal from the motor speed sensor 22. The number of rotations 18a is detected, and the number of rotations of the input shaft 31 is estimated based on the detected number of rotations. Next, the motor control unit 48 determines that the rotational speed of the input shaft 31 is within a predetermined rotational speed band (for example, speed increasing speed ⁇ ⁇ ( ⁇ : a predetermined speed)) centered on the speed increasing speed. ) Is determined.
- a predetermined rotational speed band for example, speed increasing speed ⁇ ⁇ ( ⁇ : a predetermined speed
- the predetermined rotational speed ⁇ is preferably set for each shift stage according to each characteristic so that the shift shock at each shift stage is as small as possible, but is the same at all shift stages. Also good. If it is determined that the rotation speed of the input shaft 31 is not in the rotation speed range, the motor control unit 48 controls the operation of the electric motor 18 according to the difference between the rotation speed of the input shaft 31 and the speed increase rotation speed, The rotation speed of the shaft 31 is brought close to the speed increase rotation speed. On the other hand, when it is determined that the rotational speed of the input shaft 31 is in the rotational speed range, the motor control unit 48 controls the operation of the electric motor 18 so as to maintain the rotational speed of the input shaft 31.
- the motor control unit 48 performs a predetermined reverse direction as shown in FIG.
- the operation of the electric motor 18 is controlled such that the torque (in this embodiment, the maximum torque that can be output in the reverse direction) is generated.
- the rotation speed of the input shaft 31 is reduced, and the rotation speed of the output gear 39b at the gear position to be switched can be made closer to the rotation speed of the dog gear 35 corresponding thereto.
- the motor control unit 48 determines a predetermined positive torque (in this embodiment, a positive torque).
- the operation of the electric motor 18 is controlled so as to generate a maximum torque that can be output in the direction. Thereby, the rotation speed of the input shaft 31 is increased, and the rotation speed of the output gear 39b at the gear position to be switched can be brought close to the rotation speed of the dog gear 35 corresponding thereto.
- the target rotational speed is set to a rotational speed slightly smaller than the speed increasing rotational speed in the case of the up-shifting operation, and is set to a rotational speed slightly higher than the speed increasing rotational speed in the case of the downshifting operation.
- step S7 the second engagement determination step
- the engagement determination unit 44 determines whether or not the dog gear 35 and the output side gear 39b are engaged.
- the third control step step S8 is performed.
- the second duration determination step step S9 is performed.
- the time determination unit 49 determines whether or not the elapsed time since the start of the second control step exceeds a predetermined second duration (end time).
- step Perform S7 If it is determined that the second duration has not elapsed, the second engagement determination step is performed again. On the other hand, if it is determined that the second duration has elapsed, the motor control unit 48 ends the second control step regardless of the engagement relationship between the dog gear 35 and the output side gear 39b, and the third control step (step Perform S7).
- the motor control unit 48 controls the operation of the electric motor 18 based on the accelerator operation amount, the rotation speed of the input shaft 31, the rotation speed of the front wheels 2, and the like. That is, the operation returns to the normal control of the electric motorcycle 1 in which the operation of the electric motor 18 is controlled according to the accelerator operation amount.
- the shift operation determining step is performed again to determine whether or not there is a shift operation. Note that the shift control process is continuously executed while the electric motorcycle 1 is turned on, and ends when the electric motorcycle 1 is turned off.
- the engagement determination unit 44 basically determines that the state is “non-engagement state”, and then shifts from the first control step to the second control step. Therefore, it is possible to suppress the state in which the engagement between the dog gear 35 and the output side gear 39b is not released by shifting to the second control step while the engagement state is maintained. Since the second control process is basically terminated after the engagement determination unit 44 determines that the engagement determination unit 44 is in the “engaged state”, the second control process is terminated and the accelerator operation is performed before the engagement. For example, the relative displacement between the dog gear 35 and the output side gear 39b increases, and the engagement piece 35a of the dog gear 35 and the engagement piece 39c of the output side gear 39b collide with each other during engagement to prevent a shift shock from occurring. be able to.
- the first control process and the second control process are forcibly ended when a predetermined first duration time and second duration time elapse. Therefore, it is possible to prevent the first control process and the second control process from being executed continuously.
- the electric motorcycle 1 of the present embodiment is not provided with a clutch mechanism that cuts off the electric motor 18 and the gear train 39, a clutch mechanism may be provided therebetween.
- the shift drum potentiometer 21 is provided for detecting and estimating the shift stage, the shift operation, the presence / absence of engagement, the shift direction, and the like, but the shift drum potentiometer is not necessarily provided. It need not be 21.
- a gear position sensor that can detect only the gear position at which the dog gear 35 and the output side gear 39b mesh with each other may be used. In this case, the presence or absence of engagement is estimated by the rotation speed ratio between the input shaft 31 and the output shaft 34.
- the output shaft rotational speed sensor 23 is provided to detect the rotational speed of the output shaft 34, but the power is higher than the dog gear 35 of the manual transmission 19 instead of the output shaft rotational speed sensor 23.
- You may provide the rotation speed sensor which can detect the rotation speed of any rotary body (for example, rear wheel) in the transmission downstream. In that case, the rotational speed of the output shaft 34 may be calculated in consideration of the reduction ratio from the rotating body to the output shaft 34.
- the engagement mechanism of the manual transmission 19 may not be a constant meshing type (dog gear type) but may be a friction type.
- the manual transmission 19 may be a transmission mechanism in which the dog gear 35 is disposed on the input shaft 31 side and a transmission mechanism in which the dock gear 35 is disposed on both sides of the input shaft 31 and the output shaft 34. Can adopt various existing structures.
- the shift pedal 30 and the shift drum 37 are configured to be mechanically interlocked, but the shift pedal 30 and the shift drum 37 are not configured to be mechanically interlocked. May be.
- the shift pedal 30 is provided with a switch sensor for detecting a shift operation, and the switch sensor outputs a signal corresponding to the operation direction of the shift pedal 30.
- the shift drum 37 is provided with a shift drum motor, and the ECU 20 drives the shift drum motor based on a signal from the switch sensor to angularly displace the shift drum 37 to perform a shift operation.
- the speed change operation is performed. It is possible to disable the speed change operation by disabling.
- a shift pedal is employed as a shift operator for inputting a switching command.
- a shift lever that can be operated by the driver's hand may be used. It only has to be a child.
- the torque direction determination unit 51 determines the torque direction of the electric motor 18 based on the rotation speed of the output shaft 18a
- the torque direction of the electric motor 18 may be determined by other methods. For example, the determination may be made based on the electric power input from the inverter 12 to the electric motor 18, or may be made based on a control command from the motor control unit 48 to the inverter 12.
- determining based on the control command when a control command for generating a drive torque is output, it is determined that the torque direction is the forward direction, and conversely, control for generating deceleration torque (regenerative torque in the case of regeneration described later).
- the command is output, it is determined that the torque direction is the reverse direction.
- the torque in the direction opposite to the torque direction of the electric motor 18 is generated in the electric motor 18 in the first control step, but the torque in the reverse direction is not necessarily generated.
- the absolute value of the torque generated by the electric motor 18 may be reduced so that it is close to zero. Accordingly, the engagement between the dog gear 35 and the output side gear 39b can be easily released without determining the torque direction.
- the engagement piece 35a since the inertia from the electric motor 18 to the manual transmission 19 is smaller than that of the engine motorcycle, the engagement piece 35a is excessive in the engagement piece 39c on the opposite side by a slight change in the reverse torque. Relative angular displacement may occur.
- the electric motorcycle 1 is finely adjusted such as changing the value of the torque in the reverse direction for each rotation speed.
- the absolute value of the torque generated by the electric motor 18 is reduced to about zero, a slight torque is generated in the direction in which the engagement piece 35a and the engagement piece 39c are separated from each other with respect to the configuration on the input shaft 31 side by the rotational resistance. Is given. Thereby, the force which the engagement piece 35a and the engagement piece 39c press each other can be weakened, and it becomes easy to cancel engagement.
- the rotation speed of the electric motor 18 is large and the rotation resistance of the electric motor 18 is large, the torque reduction amount or the reduction time before the shift control may be suppressed in the first control.
- the third control process may be performed without performing the second control process.
- the motor control unit 48 controls the electric motor 18 so that the rotation speeds of the output side gear 39b and the dog gear 35 to be engaged are made close to each other to reduce the relative angular velocity.
- the motor control unit 48 may control the operation of the electric motor 18 so that the rotation speeds of the output side gear 39b and the dog gear 35 to be engaged coincide with each other.
- the electric motor 18 is controlled so as to make the rotational speeds of the dog gear 35 and the output side gear 39b closer, but it is not always necessary to perform the rotational speed control.
- the operation of the electric motor 18 is controlled so as to decelerate the input shaft.
- the operation of the electric motor 18 may be controlled so as to increase the speed of the input shaft. Good. This also makes it possible to make the rotation speeds of the dog gear 35 and the output side gear 39b close to each other.
- the electric motor 18 when the rotational speed is made close, the electric motor 18 generates a predetermined torque to control the operation of the electric motor 18 (for example, feedforward control).
- the torque of the electric motor 18 may be controlled (for example, feedback control) based on the deviation between the rotational speed of the output shaft 34 detected by the rotational speed detector 41 and the target value.
- the regenerative operation is not mentioned, but regenerative power that can be generated by the electric motor 18 during braking or the like is returned to the battery 11 (not shown) via the inverter 12. It may be.
- the direction of the current flowing through the inverter 12 or the torque direction may be detected based on the control command (drive command or regenerative command) of the inverter 12 from the motor control unit 48.
- the electric motorcycle 1 has been described.
- the present invention can be applied to any vehicle including a transmission such as the manual transmission 19, and other than the two-wheeled vehicle, a four-wheeled vehicle, a three-wheeled vehicle, It is also applicable to planing boats. Further, it is only necessary to be able to execute both the rotational speed control and the torque control with respect to the drive source for driving the drive wheels.
- the present invention is applied to a hybrid vehicle having an internal combustion engine and an electric motor, a fuel cell vehicle using a fuel cell as a power source, and the like. Is applicable.
Abstract
Description
図1に示すように、電動二輪車1は、従動輪である前輪2と駆動輪である後輪3とを備えている。前輪2は、フロントフォーク4の下端部に回転自在に支持されており、フロントフォーク4の上部は上下一対のブラケット4a,4bを介してステアリング軸(図示せず)に支持されている。そのステアリング軸は車体側のヘッドパイプ5に内挿された状態で回転自在に支持されており、上側のブラケット4bには左右へ延びるバー型のハンドル6が取り付けられている。ハンドル6の右側には運転者の右手により把持されて、手首のひねりによって回転するアクセルグリップ7が設けられ、そのアクセルグリップ7の前側にはブレーキ操作子8(ブレーキレバー)が設けられている。 [Motorcycle]
As shown in FIG. 1, the
本実施形態の電動二輪車1には、電動モータ18とギヤ列39との間を遮断するクラッチ機構が設けられていないが、それらの間にクラッチ機構を設けてもよい。また、本実施形態の電動二輪車1では、変速段位、変速操作、係合の有無、シフト方向等を検出したり推定したりするためにシフトドラムポテンショメータ21が設けられているが、必ずしもシフトドラムポテンショメータ21である必要はない。例えば、ドッグギヤ35と出力側歯車39bとが噛み合うギヤポジションだけを検出できるギヤポジションセンサであってもよい。この場合、係合の有無は、入力軸31と出力軸34との回転数比によって推定される。即ち、入力軸31と出力軸34との回転数の比が選択されている変速段位の回転数比と略同一の場合、ドッグギヤ35と出力側歯車39bとが係合状態にあると判定され、それ以外の場合、ドッグギヤ35と出力側歯車39bとが非係合状態にあると判定される。 <Other embodiments>
Although the
3 後輪
18 電動モータ
19 手動変速機
20 ECU
21 シフトドラムポテンショメータ
30 シフトペダル
31 入力軸
33 係合機構
34 出力軸
39 ギヤ列 DESCRIPTION OF
21
Claims (6)
- 駆動輪を回転させるためのトルクを発生する電動機と、
運転者の切替指令に応じて回転比を切替え、且つ切替られた回転比で前記電動機のトルクを駆動輪に伝達する変速装置と、
前記切替指令の有無を検出するための切替指令検出装置と、
前記電動機の動作を制御する制御装置とを備え、
前記変速装置は、
前記電動機に連動して回転する入力軸と、
前記駆動輪に連動して回転する出力軸と、
前記入力軸及び前記出力軸に渡すように夫々設けられ、且つ回転比が互いに異なる複数の変速ギヤ列と、
前記複数の変速ギヤ列のうちのいずれか1つに選択的に係合可能であって、前記いずれか1つの変速ギヤ列に係合して前記入力軸と前記出力軸との間で動力伝達を行わせる動力伝達状態と、前記複数の変速ギヤ列の全てと係合せずに前記入力軸と前記出力軸との間の動力伝達を遮断する動力切断状態とを切替え可能な係合機構とを有し、
前記切替指令により、前記動力伝達状態から前記動力切断状態に切替え、その後に選択された別の前記変速ギヤ列に前記係合機構を係合させることで前記動力伝達状態に戻すことで回転比を切替えるように構成され、
前記制御装置は、前記切替指令検出装置の検出結果に基づいて前記切替指令があったと判定すると前記動力伝達状態から前記動力切断状態に切替える際に前記変速ギヤ列から前記係合機構を外れやすくするために前記電動機の動作を制御する第1制御を実行し、前記動力切断状態から前記動力伝達状態に戻す際に前記係合機構が前記別の変速ギヤに係合しやすくするために前記別の変速ギヤ列の回転数を前記係合機構の回転数に近づけるべく前記電動機の動作を制御する第2制御を実行する、電動車両。 An electric motor that generates torque for rotating the drive wheels;
A transmission that switches a rotation ratio according to a driver's switching command, and transmits torque of the electric motor to the drive wheels at the switched rotation ratio;
A switching command detection device for detecting the presence or absence of the switching command;
A control device for controlling the operation of the electric motor,
The transmission is
An input shaft that rotates in conjunction with the electric motor;
An output shaft that rotates in conjunction with the drive wheel;
A plurality of transmission gear trains each provided to pass to the input shaft and the output shaft, and having different rotation ratios;
Selectively engageable with any one of the plurality of transmission gear trains and engages with any one of the transmission gear trains to transmit power between the input shaft and the output shaft. An engagement mechanism capable of switching between a power transmission state for performing power transmission and a power cutting state for interrupting power transmission between the input shaft and the output shaft without engaging with all of the plurality of transmission gear trains. Have
According to the switching command, the power transmission state is switched from the power transmission state to the power cutting state, and then the engagement mechanism is engaged with another selected transmission gear train to return to the power transmission state, thereby changing the rotation ratio. Configured to switch,
When the control device determines that the switch command has been issued based on the detection result of the switch command detection device, the control device facilitates disengaging the engagement mechanism from the transmission gear train when switching from the power transmission state to the power disconnection state. In order to facilitate the engagement of the engagement mechanism with the another transmission gear when the first control for controlling the operation of the electric motor is performed and the power transmission state is returned to the power transmission state. An electric vehicle that executes a second control for controlling an operation of the electric motor so as to bring the rotation speed of the transmission gear train close to the rotation speed of the engagement mechanism. - 前記切替指令検出装置は、前記切替指令がシフトダウン指令及びシフトアップ指令のいずれであるかを検出し、
前記制御装置は、前記切替指令検出装置によって前記切替指令がシフトダウン指令であることが検出されると前記第2制御において前記入力軸の回転数を切替指令入力時より増加させるように前記電動機の動作を制御し、前記切替指令検出装置によって前記切替指令がシフトアップ指令であることが検出されると、前記第2制御において前記入力軸の回転数を切替指令入力時より減少させるように前記電動機の動作を制御するように構成されている、請求項1に記載の電動車両。 The switching command detection device detects whether the switching command is a downshift command or a upshift command,
When the switching command detection device detects that the switching command is a shift-down command, the control device is configured to increase the rotational speed of the input shaft in the second control from the time when the switching command is input. When the switching command detecting device detects that the switching command is a shift-up command, the electric motor is configured to reduce the rotation speed of the input shaft in the second control from the time when the switching command is input. The electric vehicle according to claim 1, wherein the electric vehicle is configured to control the operation of the vehicle. - 前記変速装置は、前記変速ギヤ列と前記係合機構との係合の有無を検出する係合状態検出装置を備え、
前記制御装置は、前記第1制御において前記係合状態検出装置によって係合していないことが検出されると前記第2制御に移行し、前記第2制御において前記係合状態検出装置によって係合していることが検出されると前記第2制御を終了する、請求項1又は2に記載の電動車両。 The transmission includes an engagement state detection device that detects whether the transmission gear train and the engagement mechanism are engaged,
The control device shifts to the second control when it is detected that the engagement state detection device is not engaged in the first control, and is engaged by the engagement state detection device in the second control. 3. The electric vehicle according to claim 1, wherein when it is detected that the second control is detected, the second control is terminated. - 前記制御装置は、前記第1制御において予め定める移行時間が経過すると、前記第2制御に移行する、請求項1乃至3のいずれか1つに記載の電動車両。 The electric vehicle according to any one of claims 1 to 3, wherein the control device shifts to the second control when a predetermined transition time elapses in the first control.
- 前記制御装置は、前記第1制御及び前記第2制御において予め定める終了時間が経過すると、前記第1及び第2制御を終了する、請求項1乃至4のいずれか1つに記載の電動車両。 The electric vehicle according to any one of claims 1 to 4, wherein the control device ends the first and second controls when a predetermined end time elapses in the first control and the second control.
- 常時噛合い式の変速装置を備える電動車両の変速制御方法であって、
運転者による変速切替指令を判定する判定工程と、
前記判定工程において前記変速切替指令があったと判定すると、前記変速切替指令の前に前記電動機の動作を制御して前記電動機のトルクを小さくする第1制御工程と、
前記第1制御工程の後で、前記電動機の動作を制御して、ドッグの回転数を変速後に噛合すべき変速ギヤ列の回転数に近づくようにする第2制御工程とを有する、電動車両の変速制御方法。 A shift control method for an electric vehicle including a constantly meshing transmission,
A determination step of determining a shift switching command by the driver;
A first control step of reducing the torque of the motor by controlling the operation of the electric motor before the shift switching command when it is determined that the shift switching command is received in the determination step;
And a second control step of controlling the operation of the electric motor after the first control step so that the rotation speed of the dog approaches the rotation speed of the transmission gear train to be meshed after the shift. Shift control method.
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